Railroad collision safety device



Nov. 3, 1931. A. F. MELCSOK RAILROAD COLLISIdN SAFETY DEVICE File d Oct. 24, 1950 2 Sheets-Sheet l NI w Q2 mm A. F. MELCSOK 1,830,670

RAILROAD COLLISION SAFETY DEVICE Nov. 3, 1931.

Filed Oct. 24. 1930 2 Sheets-Sheet 2 iii 5 "iii-M VENTOR BY 5% if elm/2 ATTORN? Y Patented Nov. 3, 1931 Aroxs F. MnL-csoK, on NEW Yonx, N. Y.;

RAiLnoAn oorr'rsron SAFETY. Davies,

application filedctober'24, 1930; Serial No. 490,338;

This invention r'elates-to new and useful improvements in a railroad collision safety device.

The invention hasfo'r an object the provision of a railroad collision safety device which will signal each time that a train passes a control point on-atrack section to indicate this fact to the engineer of. the train even th'ougha galv-anometer be also used with the safety device for measuring"tlre'resistance of the track 830M011 toascertain the distance which another train isaway from the first" train so that when there is no second train on the track'a small current can be used so thatthe galvanometer reads zero. The engineer of the train canat'alltim'es check up Whether his instruments are working roperly, and only when a s'econd 'train is on the track should the galvan'ome'ter operate.

Another object of this invention is to provide a galvanometer connected in' a circuit on a train for measuring the electrical resistance of 'the'tra'ck section to ascertain the dis tance at whichanothertrainis upon thesame track.

A further object of this inventionis the provision of a means for w rning either by a Warning lamp or by an audible-signal in the eventthat the train approaches too'clo'sely another train upon the'same tracks.

This invention has for a still further ob-. ject the provisionof a device of'the class mentionedwh-ich is-of simple durable"construe tion, dependableinuseand eflicientiinaction, and which can he'manufa'ctured and sold at areasonabl'e cost. I j

For further comprehension ofthe inven tion, and 'ofthe objects and advantages'thereof, reference will he @had to the following description and accompanying drawings, and. to the appended claims m. which the K793110118 novel features of theinvention arenior'e particularly set forth. c

In theaccoinpanving drawings forming a material lDfllt of this disclosure Fig; l'is a plan view of a tracl rwith train trucks onthetrackand a schematic showing of the safety device. 7 V c 7 Egg. 2 is-a fragmentary enlarged detailed View ofa portion of the track, a trip shoe which is carried bythetrain", and a control adjacent'th'e track section. i

Fig. 3 is'afragmentary"enlarged detailed view of a'p'orti'on ofonerail of th'e 'track showing the insulation between the track sections;

Fig. 4 is a'transverse-sectional view of 3; showing particularly the insulation ma-' terial. r c i V Fig. 5 is aside elevational View oflthe'control lement'which is placed on the track road, per se. V

Fig. 6 is anendielevationa-l view of Fig. 5. Fig]? is a View "similar to -Fig? 5', but showing the"v casing of the control element re moved.) i V Fig; 8 is a fragmentary side elevational view'siinilar to Fig.6, but showing'th'e casing completely removed. r

i Fig. 9-is a sectional view taken onlthe line 9-9 ofTEig. 8. I

Fig. 10 is an elevational view of the spring used'in the control device.

Fig. 11 is a schematic View of a track I Y contactpOrtions A16 insulatedlfrom a central contactportion 17, an electric signal circuit for mounting on sald tram and including said end contact 16and said arm 13 forsignal ing each time the train passes thearm 13 or similararms on controls along the track, another electrical signal'cirouitfor mounting on said train and measuring electrical res sistan'ce and including said central contact 17; said arm 13, and the trucks 1801". another train on a subsequent track section 19, and a warning c rcuit forimountlng on sand first train for operation'when said second t'rain is,

too close and including a portion of said measuring circuit.

The various track sections previously referred toare all arranged upon one rail, and the other rail of the track is in complete connection so that an electrical current may run along it. The electrical insulation between the track sections is accomplished by insulation strips 20 extending over the ends of the track section and brace strips 21 over the insulation strips and securely held in place by bolts 22. Another insulation piece 23 is arranged between the contacting-ends of the track sections. Tracks are shown mounted upon ties 2 1 and these held'by spikes 25.

The resilient mounting of the arm 13 is accomplished by a casing 26 for attachment upon the road-bed of the tracks and rotatively supporting a shaft 27 carrying a drum 28 provided with a projecting pin 29 engaging one end of an arched spring 30. The

otherend of the arched spring is connected by a stud 31 projecting from the casing 26. In Figs. 5 and 6 the arm is shown in the vertical position while in Fig.2 it is shown in the downward position. The shoe 14 is shown in detail in Fig. 2, and is shown to consist of-a rigid straight member 32 having upwardly curved ends 33. An insulation strip '34 is attached upon the body of this member and-the contacts16 and 17 are secured upon the insulation strip and are insulated from each other by smallpieces of insulation material. 35 between the contacting ends of the contacts. Leads 36 .con-.

5 mounted upon the train as to be inline with the resilient arm 13 so that as the train trav- V els, the shoe strikes the arm and causes the arm to be lowered as before called for.

The electrical signal circuit for mounting upon the train and calling attention of the engineer each time the'train passes one ofthe resilient arms13 comprises a source of power 38 constituting a battery with one of its terminals provided with a lead 39 connecting with a branch lead 4-0 including a signal lamp 41 and finally terminating in the leads 36. The circuit then continues from the con tacts 16 to the arm 13 which is in thevertical position when first engaged by the front con tact 16. For the purpose of allowing the passage of current, the arm 13 is provided with a. tip contact 48 connected with lead 4*.9

connected with an insulated contact 50 upon the said drum 28. 7 An insulation strip 51, clearly shown in Fig. 9, serves to insulate the contact 50 from thedrum. A brush j52 normally is in contact with the member 50'when the arm 13 is in. the vertical and connects with lead 4 2 which is connected with the rail section 10. The current can then'pass from the section 10 through the truck 15 ot the train and back alonglead 43-tothe-other ter 7 The circuit "for 'mea sui'ingthe electrical resistance of the track sections and detecting 'a train upon the track may be traced from 37- to the central contact 17 of the shoe 1-1.

From there, it travels to the tip 18, along lead 49 to the contact 50, but now since the arm 13 is in the lowered position the contact 50 will be out of connection with the brush 52 and "in connection with another brush 53 which IS COHIIQCtQCl with lead 5 1 for electr cal connection with the next section. The circuit can then continue through the truck if there is a train in this section. If not the circuit continues thru the. lead 55, coming 011' this next section, to the brush 52 of the control of the secondsection. Since the arm 13 is vertical the contact 50 is in contact with the brush 52 thus allowing the circuit to continue to the lead 42 which connects to the rail. The circuit continues in this manner from rail sectionto rail section until it comes to a section upon which the-re is a train. The circuit can then con tinue through the truck '18, if there 'is a train on the track,' and along the return rail 56 to the truck 15 and return lead 43 to the battery'38.

Thegalvanometer will indicate the resistance of the circuit, and the {engineer will have a table which will tell him exactly how far the previous train is in the lead. In the event that the previous train is so far in the lead as to not be upon the section which is two sections to the front of the first train then there will be little return of the current and the galvanometer will register but very slightly. It is for this purpose that i second train comprises a source of power which may be the same battery 38, the lead thecoils 45, constituting the portion'of the measuring circuit before referred to. A

branch lead 57 taps ofi' from the lead 44 and connects with a trip 58 pivotally mounted and normally urged by a spring 59 against a catchGO' holding it stationarily. The catch is pivotally mounted at '61 and tensionally held in position by an adjustable spring 62. The catch 60 is in the field of operation of the coils 45 so'that when. current which is too strong passes through the coils, the catch 60 will move and release the trip 58 which will moveunder the. action of spring 59toengage against aplunger 63.1 The plunger 63 is normally urged outwards by. a spring Standisin electrical connection with a lead.

nssomo connectedi with? nedzwarning! lamp 66 or an: alarms. anditlre: ciitcuiti may-then; con

tinuei along 'leadt 67 to lead; 431 and. back to the. battery; 88'.- Thus; WlienJtlie; trainto the front is. too close;. the: resistance of: the measuring. circuitwill :be correspondingly dek creased and; will: reach a" point wh'erethe current is strong-enough -.to operate the catch 60 and: the warning signal; Aftervoper: tion, it will. be necessaryto manually return the trip 58 to its originalicondition. "his may bezdone by manually pressing the head 64%- of: the: plunger inwards-so that the trip 58 is moved out its pivot" and: allows spring 62'to movethe catch GO'tohOldthe trip in itsset position...

In Fig. 11 the collision safety devicehas been shown applied 'toa-switch on a track; The main track is indicated by reference numeral68 and the branch tra clr bynmnera'l 69. The train switch for controllingthetnraclc which the train takes is indicated by reference numeral 70. One of the rails of the main track is divided into sections indicated V by insulation points 71. The branch is divided also into sections by similar insulation pieces 71. An arm control 72 is arranged upon the branch track and a similar arm control 73 upon the main track, these corresponding; with the controls illustrated in Fig. 5. The leads from these controls end. in a two-point switch 74-. The movable pole 75 of this switch is mechanically connected by a link 76 to the switch points so that when the points are in one position, the circuit will be closed through one of the controls, and when in the other through the other control.

Now assume a train to be coming from the left and moving towards the right. With the train switch 70 drawn so that the train takes the branch tracks 69, the electrical switch pole will close the circuit to the control 7 2 so that the oncoming train will be aware of any trains upon the branch section in a manner as described in detail previously. In the event that the train switch 70 is drawn so that the train takes the main track, then the'pole 75 will open the circuit through the branch control 72 and close it through the main control 73 so that the train will now be capable of detecting a train to the front upon the main track.

l' v hilel have shown and described the preferred embodiment of my invention, it is to be understood that I do not limit myself to the precise construction herein disclosed and the I claim as new, and desire to secure by United States Letters Patent is 1. A railroad collision safety device, comprising a track section electrically nsulated from 1 a previous and aw subsequent-:itrack 1 section, aniarm.a-djacentithecentral track: sec tion. and: resiliently"mounted for normally extending upwards and being capable of bending downwards, a slice for mounting on a train anddi'aving endcontact portions -insu'-: latedifrom ai-centralcontact portion, an electricah signal circuit fon'mounting on said train and including saidendicontacts and arm for sign-aling eachztinie the train passes-said arm and similararms, another electrical signal circuit for mounting on saidtrain and meas uring electricalresistance and including said central contactsaid arm, and the trucks of another train on a subsequent track section, and awarning circuit for mounting on said first. train for operation when said second train is too close and'includin'g a portion of said measuring circuit. p y

2. A: railroad collision safety device, C0111- prising aatrack sectione'lectrically insulated from a previousand a subsequentitraoksecs tion, anarm adjacent the central track sec. tion and resiliently mounted for normally extending upwards and being capable" of bending :downwa rds, .a shoe for mounting'on a train and having end contact portions insu late d i from central contact portion, an electrical signal circuit for: mounting on said train and including said end contacts and arm for signaling. each time the train passes said armano similar arms, another electric-a1 signalcircuitfor: mounting onsaid train and measuring.electrical i-i'esistance. and including said-central contact, saidarm, and the trucks of. another.- train on subsequent track-section, and i a- Warning-circuit for mounting on said-first. train for operationiwhen saidisecondtrain is too close andinc-ludinga portion ofsaid measuring-circuit, the'resilient mount ing of said armbeing-accomplished by a shaft supporting the arm and-rotative in a casing, a drum on the; shaft, .a pin projecting from the drum, a spring. connected with said pin and withia studprojecting from the casing.

3. it railroad collision safety device,.comprising. a tracksection' electrically insulated from aprevious and a subsequent track :sec-

tion, an arm adjacent the centraltrack sec-- tion an dresiliently mounted for normally extendinglupfwards andbeing capable of bond ing downwards, a shoe for mountingflon a train.. and having end contactpoitio'ns in.- sulated from a central contact portion, an elec in andi cludingsaid endcontacts and arm for signahng. each time the train passes sa d arm and similar arms, another electrical signal circuitformounting on saidltraini and in easuriu electrical resistance and including said-central contact, said arm, and the trucks of another train. on it subsequent track section, lllldztl warningacircuit for 'mounting onsaid: first train for operation: when said sec-- end-tram is too close-and including; a portion ricalsignal circuit for. mountingonsaid.

' passes a control arm comprising a source of current in circuit with an indicating lamp,

i said end contacts, said arm, a lead from said arm to a contact on a drum movable upon moving of the arm, a branch contact normally in contact with the contact on the drum and connected with a lead grounded to the rail 5 section for the current to return through the trucks of the train, and a lead to the other terminal of the battery.

l. A railroadcollision safety device, comprising a track section electrically insulated from a previous and a subsequent track section, an arm adjacent the central track section and resiliently mounted for normally extending upwards and being capable of bending downwards, a shoe for mounting on a train and having end contact por ions insulated from a central contact portion, an electricalsigual circuit for mounting on said train and including said end contacts and t.

arm for signaling each time the train passes said arm and similar arms, another electrical signal circuit for mounting on said train and measuring electrical resistance and including said central contact, said arm, and the trucks of another train on a subsequenttrack section, and a warning circuit for mounting on said first train for operation when said second train is too close and including a portion of said measuring circuit, said electrical circuit for measuring the resistance when a second train isto the front of said train comprising asource of power, a galvanometer, the central contact of said shoe, the said arm, a contact connected with thearm and upon a drum so as to be movable upon rotation of the arm, a brush in contact with the latter contact in the moved or lower condition of the said arm, leads to the ground or rail connection of a track section to the'front, then through the trucks of a train when upon the section to the front of said train, thenalong the return rail to the said battery.

5. A railroad collision safety device, com: prising a track section electrically insulated from a previous and a subsequent track secion, an arm adjacent the central track section and resiliently mounted for normally extending upwards and being capable of bending downwards, a shoe for mounting on a train and having end contact portions insulated from a central contact portion, an electrical signal circuit for mounting on said train and including said end contacts and 7 arm for signaling each time the train passes said arm and similar arms, another electrical signal circuit for mounting on said train and measuring electrical resistance and including said central contact, said arm, and the trucks of another train on a subsequent track section, and a warning circuit for mounting on said first train for operation when said secof said measuring circuit, said electrical circuit for measuring the resistance when a second train is to the front of said train comprising a source of power, a galvanometer,

the centralcontact of said shoe, the said arm, 7

a contact connected with the arm and upon a drum so as to be movable upon rotation of the arm, a brush in contact with the latter contact in the moved or lower condition of the said arm, leads to the ground or rail connection of a track section to the front,then through the trucks of a train when upon the section to the front of said train, then along the return rail'to the said battery, and comprising coils in said measuring circuit acting upon a catch holding a trip capable of closing a circuit through a warning lamp or alarm. r 1

In testimonywhereof I have afi'ixedmy signature. i

ALOIS F. MELCSOK.

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